Have you thought of taking some pictures yourself. We do a lot of laptop briefs and take picture to support the text. Flaps, Throttles Control Columns etc
I worked for a school once that had a Carbon Monoxide detector in every aircraft and every one had a big black spot in the middle, it was a standing joke, but we all seemed to have survived.
The Airmanship Guide is very dated, the picture at the start proves that, little wonder that few students read them! The layout and text are very dated. It also needs redesigning so it can be read easily on the internet.
There are many examples where the guide could be improved
It could start by defining what Airmanship actually is! First rule of teaching is to ensure the reader/student knows the aim of what the author/teacher is trying to teach you or inform you of!
A few years ago I was at an Instructor Seminar where attendees were asked the definition of Airmanship, out of 28 no one knew!
The pre EASA definition was:
To take the safest and most effective course of action in a given set of circumstances
The EASA definition is:
The consistent use of good judgement and well-developed knowledge, skills and attitudes to accomplish flight objective.
Good judgement and well developed knowledge leads to Risk Mitigation (TEM) which is not mentioned in this guide at all!
The guide refers to Weight & Balance which in the UK is now Mass & Balance.
Its description of a Deconfliction Service is poor and nothing like the CAA one
A Deconfliction Service is a surveillance based ATS where, in addition to the
provisions of a Basic Service, the controller provides specific surveillance-
derived traffic information and issues headings and/or levels
aimed at achieving
planned deconfliction minima, or for positioning and/ or sequencing. However,
the avoidance of other traffic is ultimately the pilot’s responsibility.
This statement is also poor, technically incorrect and misleading.
c) A spin occurs when an aircraft is ‘out of balance’ at the stall
, so always
practise keeping the ball in the centre, and do not attempt to raise a
dropped wing until all stall symptoms have been removed.
The AFE manual says - Unbalanced flight is possibly the prime factor leading to a wing drop at the stall.
The guide mentions caa safety and information notices but it doesnt mention the Mandatory Occurence Reporting Scheme, which is very educationalhttps://www.caa.co.uk/Our-work/Make-a-r ... MORs-code/
I havnt got the time to go through them all but here are another few doubtful statements that need reviewing
NEVER descend below your Safety Altitude in IMC.
Know the aircraft thoroughly.
Remember, an IMC rating is not valid outside the UK.
There is some excellent information in this guide but it does need completely rewriting and laying out